Wheel



(No Modei.) v 4T. A. DAVISON.

y WHEEL. No. 372,129. Y Patented 001;.25, 1887.

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N. PUERS, Phomumugrapm, washingwn. uc.

UNITED STATES PATENT OFFICE.

THOMAS A. DAVISON, OF KELLERVILLE, ILLINOIS.

WHEEL.

SPECIFICATION forming part of Letters Patent No. 372,129, dated October25` 1887.

Application filed February 12, 1887. Serial No. 227,423. (No modeLj' i T0 all whom it may concern:

Be it known that I, THOMAS A. Davison, a citizen of the United States, residing at Kellerville, in the county of Adams and State of Illinois, have invented certain new and useful Improvements in Vehicle-Wheels; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art towhich it appertains to make'and use the same, reference being had to the accompanying drawings, and to the letters and figures of reference marked thereon,whi ch form apart ofthis specication.

The invention will first be described in connection with the drawings, and then pointed out in the claims.

Figure 1 is a central longitudinal section of the hnbof my improved wheel. Fig. 2 is. a transverse vertical section of same. Figs. 3 and 4C are detail views, respectively,of fellylsection and removable ange. F'ig."5 illustrates, in section, the tire, fellyfand spoke.

In the drawings, A designates the main part of the hub, which has internal threads at each end, into which are screwed the .tubular bearings a, leaving 'an annular spacebetween said bearings for lubricating matter. On the outside of t-he hub A are formed right and left screw-threads c and c2, on which are screwed, respectively, from opposite directions, the tubular threaded spoke-socket holder B and the spoke-clamp O, a removable iiange, O, intervening and being in position to be pressed by' the clamp O to the socket-holder and spokes. The holder B and clamp C are secured from l becoming unscrewed by burr. or drill pointed set-screws di, passed through the tubular parts of said holder and clamp, as shown.

E indicates wrench-grips, one being near each end of the hub.

F is an annular space on the hub where the screw-threads c and a2 are cutaway or omitted, the purpose of this being to allow a limited adjustment in either direction of the parts B and C on the hub to change the tread or correct mistracking of the wheel. The partitions of the spoke-sockets are made integral with the flange b and ring b of holder B, and each alternatey partition b2 is provided on its end with a circular tapering stud, b3, which ts a corresponding socket, c3, in the movable.

ange C'. The spoke-clamp O, having Iiange d and Wrench-grip d', is screwed against the movable flange O', closing it against the spoketenons and holding them firmly.

G indicates the spokes, each having the hubend Atenon g, conforming to the floor of the socket on which itrests and slightly tapered at the end, and thence provided with the opposite angular concavities to iit a correspondingly-shaped socket, into which the tenong is driven edgewise. The sockets which receive tenons g are narrowed and become somewhat shallower from their open to their closed ends, the tenons corresponding in form. On the edge o f the tenon, which is pressed by the movable flange C', is a projection or half-dovetail, which serves to secure the tenon in the socket. n

On the outer end of the spoke G is formed a double tenon,g, cylindrical in section, the Outwardpart being less in diameter than the other part. On this end of the spokeis placed a flexible or elastic cap-ferrnle, in order to make a tight joint, or a metallic ferrnle may be used, which will serve to strengthen the end of the spoke.

The felly-sections H of the wheel are constructed of metal, being hollow, angular at the bottom, and open at the top, where they are covered by the tire I. The sidesl of the felly, extending at right angles from the tire, are parallel about one-third of the depth of the felly, so that the sides will not be liable to be spread apart by pressure against their outer edges. In the angular trough of each felly-section are formed the tubular parts h, to receive and hold the larger part of the tenon g', the outer 'end of the spoke being further secured by a box, h. The said box is placed within the felly to receive the tenon g', fitting about the tenon and extending therefrom a suitable distance in each direction, as shown. It is usually secured in place by means of countersunkcross-rivets h3, setting in grooves in the ends h2 of the box; but it may be secured by welding it in the felly. The box it confor-ms to the angular shape of the felly-section'tting therein, and is provided with t-he angular studs h4, which it in an angular groove, t', in the under side of the tire I. Thus, as will be seen, the spoke is firmly secured at its outer end by the tubular formations h on the felly, fitting IOG the larger part of the double tenen g', and the box h, fitting about the tenen and secured within the felly by cross-rivets or by welding, as above stated. The angular studs h4, extending into groove i, also assist in securing the tire.

The fellysections have their adjoining ends fastened together by means of spliees J, placed within the fcllies and having their angular' form, being constructed to tit therein and fastened by cross-rivets to the ends ofthe fellies.

The ends ofthe hub are formed to receive, respectively, the shoulder of the spindle and the axle-nut, and for the purpose of adapting the hub to shoulders and nuts of different sizes extension-bands K are provided, such bands being threaded a suitable distance on the inside to be screwed on the ends of the hub.

The wheel constructed as described combines strength, durability, facility of repair, and economy in cost, the 'parts being well secured and protected. A broken spoke may be readily removed and a new one substituted without drawing a bolt or breaking a joint, and the wheel may be taken apart and put together without difficulty by an ordinary laborer. The tire will scarcely ever need resetting, and thetread of the wheel may be changed and any mistracking readily corrected. The fellics,beingofnietaland angular inform, readily shed thc mud and dirt, and the fellies and tire may be made much narrower than those in general use, and will not bind in ordinary wheel ruts or tracks. The tire, being shrunk on the fellies, is very durable, and no bolt-fastenings are used about the wheel.

I claim- 1. In a vehiclewheel, in combination with the main part A of the hub, provided with right and left screwthreads a a2 and central annular space, F, a tubular threaded spokesocket holder, a removable ilange, and threaded spokeclamp C, substantially as and for the purposes described.

2. In combination with thehub A, thesockct-holder B, constructed with partitions forming angular sockets which are gradually narrowed from their open to their closed ends, some of said partitions being provided with thestuds b, removable flange C', provided with sockets c, and spoke-clamp C, substantially as set forth and described.

3. The hollow fclly-seclions open at the top and having the angular inward form, )rovided with the tubular parts 71, in combination with the spokes, each having the double tenon g', the larger part of which fits in the part h of the felly, the box 7L', litlingwithin the fellyand about the said tenen, and a tire covering the open fellies, substantially as set forth and described.

4. In combination with the fellics H, boxes fitting therein and receiving the outer ends of the spokes, said boxes being provided with studs projecting from their outer surfaces, and a tire grooved in its underside to receivesaid studs, substantially as set forth, for the purpose specified.

In testimony whereof [affix my signature in presence of two witnesses.

THOMAS A. DAVISON.

Vvitnesses:

A. G. MCCRAY, CLARK REAUGH. 

